Railway truck



G. S. CHILES RAILWAY TRUCK May 13 1924.

Filed llay 15 1922 5 Sheets-Sheet 1 E E V/ 7gg x MM-paf G. s. CHILES May 13 RAILWAY TRUCK Filed May 15 G. S. CHM-.ES

RAILWAY TRUCK Filed May l5 1922 5 Sheets-Sheet 3 May 13, 1924.

G. S. CHILES RAILWAY TRUCK Filed lay 15 1922 5 Sheets-Sheet 4 Elx/n@ 07' s MM G- S CHILES RAILWAY TRUCK May 13, 1924,

5 sheets sheet 5 ai@ L Fetented Mey 13, 1924.

' unirsev STATES# PATENT OFFICE,

GEORGE SCOTT CHILFS, 0F GEIGAGQ, TLLINQS.

RAILWAY TRUCK.

ppliation led ay 15, 1922. Serial No. 561,132.

il@ forms of construction especially though not exclusively designed for use in applying the invention described and claimed in my Fetent No. 1,457 ,3115, granted lune 5, 1923. The application of the rinciples or' the in- B vention described end cliined in that patent necessitate certain changes in constructionel forms heretofore used. The forms described herein ere adapted to that purpose, but before proceeding to the description thereoi" E@ li will .stete generally the purpose end nature ci the invention in connection with which these forms cui construction ndjtheir principul utility., The pur ose of that invention is to im reve the distri ution oi the springs,

C3 particularly by widening the spring support of the bolster to resist the tendency oil the bolster to tilt, end 'distributing the s rin s over e longer bese of support longitunel y oi the side-treme in order to evoid too greet concentretion of the iced et the central pert of the side-freine. A further purpose is to accomplish this result while reteining the entire spring essemblege between the columns of the side-frume, end et the seme time to provide s ece for e lerger number of' sprinvs thenv itherto commonly used, and to eFect this purpose without lengthening the side-frame end wheel bese. l huve been enebled to accomplish these results by the use of the errengement oi the s rings described herein in combinetion wit the forms of side-freine end bolster described herein end in my copending applications Seriel No. 470,465, led Mey 17, 1921, end Serieel No. 516,554, led November 21, 1921, end in mv Fetent No. 1,157,34... While certain ieetures oi my improved spring essemblege, bolster, spring plunk and sidetreme may be used independently; in the preferred Jforms of my invention they are ell related and cooperate to the eceomplishment of the purpose shove described.

Figure 1 is e side elevation oi e eide treme, one end being broken ewey, showing -the structure shown in the springs, bolster and rollers between the bolster end'spring cap, all constructed to cooperate in effecting the purposes above stated.

Figure 2 is e, plan view from beneath oi Figure 1.

Figure 3 is a. sectional view on the line 17--17 of Figure 1.

Figure f1.1 is e section on the line` 18-18,

of Figure 1. n

Figure 5 is an end elevation of the bolster and spring lcap shown in Figure 1 omitting the roller Figure 6 is e. sectional view on the line 19--19 of Figure l.

Figure 7 .'s e fragmentary Viewy showing e modication of the spring cap and coopersting part of the side-frame.

Figure 8 is e section on line 21--21 of Fi re 7.

igure 9 is u. side elevation section of another form of bolster und spring assemblage. v

'Figure 10 is e bottom view of the structure shown in Figure 9.

Figure 11 is e section with perte removed on line 29--29 ci' Figure 9.

Figures 12 end 13 are sections on the lines 30-30 und iii-31 of Figure 9..

Figure 14 is e top view of the end or the spring plenlr shown inFigure @,end

Figure 15 is e side elevationv oiz the seme,

Figure 16 is e longitudinal sectional view of the end of e built-up holster constructedto operete with my improved spring assemigures 17 and 18 are sectional views on lines L10-di() and dl--dl of Figure 16.

Figures 19 und 20 ere eide elevations oit the end end centrel part respectively, of e bolster of the type known as the Simplex, but embodying new features edepting 1t to my invention.

Figure 21 is e view from beneath of the structure shown in Fi ure 19.

Figure 22 is en en view of the bolster shown in Figures 19 to 21, the upper part of the springs LAbeing shown in place.

Figures 23, 2i end 25 are en end` view, section and bottom view respectively of e modiiied form. of end casting edepted to be used in piece of the end casting shown in Figures 19 to 22, endvhuving provision for roilers between the spring oep. end bolster.

ertly in slide-treme,

Fei

ice

Figures 26, 27 and 28 are a top, side and end view respectively of the end of a bolster of built-up construction andembodying means for accommodating my improved spring assemblage.

Fi res 29, 30 and 3l are views similar to Figures 26, 27 and 28 respectively showin another form of built-up bolster.

In structures heretofore designed, and some of them used to a limited extent, attempts have been made to increase the number of springs supporting the bolster. In some instances this object has been attained by Widening the spring group transversely of the side-frame, and in other instances the additional springs have been introduced by lengthening the spring group longitudinally of the side-frame. The widening of the spring group transversely of the side-trame involves several objectionable features. To accommodate such a widened group, the part or" the side-frame constituting the seat for the springs has to be widened to an extent that produces an objectionable overhang. The wideningof the group has the further effect of increasing the length of that part of the end of the bolster which must be limited in depth 4to make room for the springs. Ordinarily the depth of the bolster is increased immediately inside of. the springs in order to provide the necessary strength, and it is desirable to carry the deep part of the bolster as far toward the ends as possible. Widening the spring group also has the effect of disposing some of the springs at an increased distance from the longitudinal center of the side-frame, which has the effect of throwing the resultant spring load farther from the longitudinal center of 'the side-frame whenever, due to diere'nces in level between the track rails, the bolster tends to assume an inclined position. Attempts to increase the number of springs by increasing the length of the s ring assemblage longitudinally of the si e-frame involved either increasing the distance between the columns, or the placing of some of the springs outside of the columns. In those instances where side-frames have been designed to accommodate an increased number of springs between the columns, it has been found necessary to greatly increase the amount of metal in the side-frame in order to provide sullicient strength for the increased length of the part of the side-frame upon which the springs rest between the columns. Furthermore, such lengthened spring assemblages heretofore proposed have interfered with the brake beam, and have therefore necessitated lengthening the side-frame and wheel base in order to obviate interference between the spring plank and side-frame with the brake beam. In structures heretofore proposed wherein the increased number of springs has been provided for by placing additional springs outside of the columns, it has, of course, been necessary to provide the bolster with some form of separable end member extending around the columns for the purpose of coacting with the end springs. This introduces an additional element of cost, and is objectionable in practice in that it adds complexity to the structure. Furthermore, when the additional springs are placed outside of the columns, the length of the spring group longitudinally of the side-frame may be increased to such an extent as to render the use of some equalizing means necessary in order to avoid torsion upon the bolster when all four wheels are not in the same plane.

In order to obviate the objections above pointed out, I have devised a spring/assemblage wherein I increase the length of the s ring assemblage longitudinally of the siderame without either substantially increasing the transverse width of the sideframe and its spring seat, or introducing any other element to interfere with the brake beams. With my improved spring assemblage, I nd it possible, without interference with the brake beam, to use six springs with a shorter wheel base than that now used for the accommodation of five springs. I effect this result by using a central group of springs which may occupy the same space heretofore utilized for the commonly used `four and ivespring groups,and place the added springs one at each end of the central group, and upon or adjacent to the longi tudinal center line of the side-frame. By this means, I accommodate the added springs without departing substantially from the limits of width now observed in the construction of side-frames.

In order to arrange the springs as above described with the entire spring assemblage, including the single end springs between the columns, I have provided an improved side-frame construction whereby I am enabled to locate all of the increased number of springs between the columns not only without increasing theweight of the sideframe, but actually lightening it. I have efected this purpose by constructing the tension member of the side-frame with its center of mass lying from end to end substantially in a suspension line curve. By this means, substantially all of the stresses due to the vertical load in the loweror tension member, are thrown into tension. In sideframes as heretofore constructed. the ,central part of the lower or tension member upon which the springs are seated has been' calculated as a beam, in addition to-its function as a member of the sideframe truss. It is for this reason that spreading the columns of such side-frames for the accommodation of an additional number of nassaui springs has necessitated a great increase in the amount of metal used, such additional metal being necessary to provide strength for this part when calculated as a beam. By utilizing the suspension line as the vbasis for the form of the tension member with the result of throwing the stresses due to vertical load in tension, l have been enabled to increase the separation of the columns without involvin the necessity of using extra metal to provide the necessary strength. If it be attempted to design a side-frame to accommodate a spring assemblage of increased length longitudinally of the side-frame, difc'ulty is encountered especially in the forms of side-frames heretofore in use in provid-r ing vertical space for the accommodation of the outermost springs of the group between the bolster and lower member of the side-frame, this diiliculty being due to the upward inclination of the tension member towards the end of the side-frame. The

`lengthened spring assemblage and suspension line'curve which l have adopted for the tension member when calculated for the vertical load .to which the side-frame is subjected, is of such a form as to provide greater vertical clearance for the end springs of the group. The lengthening of the spring assemblage longitudinally of the side-frame flattens the suspension line, and thus increases the vertical space necessary for the end springs of the assemblage. @win to the lengtheningI of the spring assemb age and the dierences in distribution of the springs, l have found it necessary in those forms orn my invention in which a spring plank is used, to devisea modied form of spring plank.

The adoption of the suspension line form of tension member and the resultant throw ing of the stresses into tension, gives greater latitude in adapting the cross-sectional form of the tension member to the accommodation of the springs and bolster than is possible when the tension member is subjected to severe bending stresses. The bending stresses to which types of side-frames now in use are subjected necessitate a relatively great vertical cross-sectionaldepth in the tension member, which depth, taken inconnection with the necessary road clearance, im oses a limitation upon the depth of the bo ster opening, and consequently upon the depth of the bolster end. With the tension member in the form of a sus ension line and the stresses substantially al in tension, the

vertical depth of the tension member may be much less than in the forms or" construction now in use, and the height of the bolster opening may be correspondingly increased. rlilhe necessary tensile strength in the tension member is preserved by incneas ingits width transversely oi the side-trame, the increased width adording space for proper seatin of the springs without the extent of over ang necessary in the present form of side-frames rlhe transverse widening of the tension member also serves the purpose of increasing the resistance oilered to transverse and twisting forces imposed uponthe trame in service. The increased vertical height of the bolster opening also admits of constructing the bolster end of greater vertical depth, thereby securing the necessary strength with less metal. The saving in weight in both side-frame and bolster increases with the increase in the capacity of the cars.

In Figures 1 to 8, l have illustrated my invention in connection with -an integral side-frame and a spring cap between the springs and bolster. ln all of these views except 5, lateral motion rollers, ordinarily known as Barber rollers, are shown between the bolster and spring cap. Referring to Figure 1, l have shown a side-frame comprising an upper compression member 28 and lower tension member 29 which come together and form the projecting end 3() below which the journal box is designed to be attached, as usual. The tension member 29 is so formed that. the center of mass throughout its length lies substantially in a suspension line curve, the suspension line being calculated from the vertical load for which the truck is designed. As appears in Figure 2, the end springs 31, 32 extend into recesses formedl in the spring plank at 46, 46, thus shortening the spring assemblage. By the use of the single end springs 31, 32, which are characteristic of all of my spring arrangements, the suspension line is preserved at thepoints 33, 34C by seating the end springs below the upper edges of the side walls of the tension member as illustrated. That is, opposite the seats of the end springs the side walls of the tension member extend above the spring seats thus elevating the' cross sectlonal center of mass at these points.

The lower part of the tension memberl fromV 35 to 36 is a box section, the upper wall being formed by the spring seat 37, andthe lower wall lbeing provided with two lightener openings 38. The side walls are provided with an outwardly projecting ange 39. rlhe spring seatv 37 edects a junction at 35 with the upwardly extending lower web d() of the tension member. F rom point i1 upwardly the tension member takes the form of a U-section open on the upper side. As appears in Figure 1, the central part of the spring seat 37 is at a lower elevation than the end parts, the spring seat being stepped upwardly at 42. The flange 41 at the upper edges of the side walls, however, follows the curve shown, the abrupt upward deflection being conned to the spring seat which extends be- 'iti iio

tween the sidewalls. Thel elevated ends of the spring seat 37 serve to keep the crosssectional center of mass of the tension member substantially in the suspension line curve at thisr point, and this same result is contributed to by the fact that the side walls and upper edO'e flange of the tension member rise to and a ove the spring seat at the points 41. In the embodiment of m invention illustrated in Figure 1, I have s own a spring plank 43 riveted to the upper wall of the tension member, and have also shown a block 44 covering the rivet heads, and in this instance serving also to raise the central group of four springs to the same level as the end springs 3l, 32.

The spring plank embodied lin this form of my invention is provided with side flanges 45. As shown most clearly in Figure 2, the edges of the spring plank are inwardly curved at 46, and the side llanges 45 follow the same outline, the side flanges projecting upwardly a short distance between the end springs and the central group or' springs, as indicated at 47 (Figure 1). The narrowing of the spring plank at 46-46 makes it possible to shorten the spring assemblage *by an amount e ual to the difiere-nce between the full wi th of the spring plank and its narrowed width at 46-46.

In Figures 1, 2, 3, 4 and 6, I have shown lateral motion rollers 48 between the spring cap 49 and the .bolster 50. The columns 51 are provided with wear faces 52 which resist forces acting transversely of the bolster. The ,central opening between the columns 51 is widened immediately below the wear faces 52 to an extent sufficient to receive a spring cap 49, which 1s wider than Ythe bolster and of sufiicientwidth to overlie the entire spring assemblage. The Vspring cap 49 serves to bring the end springs 31,

32 into cooperation with the bolster 50. As

the stops 55 upon the sides of the bolster,

whichstops are so located as not to come into play'ercept upon extrem movement of the bolster relative to the side-frame. is appears clearly in Figuresl 1 and 6, the spring cap 49`is provided'with flanges 56 which overlap the frontend rear faces of f the columns 51. The spring cap 49 is thus in the side-frame is still further widen as indicated at 58, the widening at this lower portion being sufficient toi permit clearance forthe flanges 56 of the sprin cap Vin order that it ma be inserted in and removed from the siderame.

In Figure 5, I have shown a detail of the e-nd of the bolster 50', together with a spring cap 49', and the upper parts of the springs. The construction illustrated in this view is similaito that shown in Figures 1 to 4 and 6, except for the omission of the lateral motion rollers between the spring cap and bolster. In this construction, the bolster is provided with flanges 59 which restrain it against endwise movement relative to the spring cap. The construction shown in the detail views of Figures 7 and 8 is similar to that illustrated in Figures 1 to 6, except for the fact that the spring cap 49a is provided with a narrowed end which is received between flanges 60 projecting inwardly from the column 51.

In Figures 9 to 15, I show my invention in connection with a spring groupin similar to that shown in Figure 2. n the form shown in Figure 9, the seats 85v for the end springs are elevated above the Seats for the central group of springs. The ortions 85 of the spring seats shown. in igure 9 form a structural part-of the tension vmember and serve not only to support the end springs, but to contribute to the resistance of the principal stresses uponthe tension member. In the form shown in Figure 9, the spring seats 85 are continued outwardly, and with the other walls of the tension member, form a box section' for a short distance. The spring plank 86 embodied in this form extends beneath the central group of springs only and is recessed opposite the end springs to permit shortening the spring assemblage as above described. The construction of the tension member embodied in this form illustrates another method of keeping the cross-sectional centerof mass of the tension member in a suspension line curve, while at the same time accommodatin my improved 5 spring assemblage. The bo ster shown in Figure 9 is provided with seats for the end springs at a higher level than the central part `which rests upon the 'intermediate springs, these differences in level conformingC to the different elevations at which the springs are supported 'onthe tension member. Y

In Figures 16 to 18, I have shown a bol- The ster end conforming generally to the type of construction known as the Simplex, but with a lchannel 105 substituted for the plate used in the Simplex construction, and with an end casting 106 adapted to cooperate with the Simplex bolster construction, and

designed to also cooperate with my improved spring assemblage and spring plank.

he bolster casting 106v is provided with projections 111 designed tc'rest upon the end springs of my improved spring assemblage. A spring assemblage similar to that Shown in Figure 9 or other spring assemblages, may be used with the bolster end shown in Figures 16 to 18. I have substituted the channel 105 for the plate member used in the Simplex construction in order to increase the transverse strength of the bolster. As shown in Figures 16 and 17, the side anges 107 of the tension member channel are folded down near the ends, as indicated at 108. The end casting 106 is secured to the ,bolster by means of rivets 110, similar to the' present Simplex construction.

In Figures 19 to 22, I show a bolster end casting of a form adapted to cooperate with .plex bolsters are now made.

m im roved s ri assembla e a plied to a Jlriolstldr othervliisclalgconstructedg as Ithe Sim- The bottom view, Figure 21, and the end view, Figure 22, show the form of my improved end casting, and the disposition of my improved s ring assemblage cooperating therewith.

he end' casting shown in these views `is secured to the bolster proper by means of rivets 112 in accordance with the present practice.,

InA Figures 23 to'25 I have shown a modication of the bolster, end casting illustrated in Figures 19 to 22, the modification being adapted to receive the lateral motion rollers commonly known as the Barber rollers. In Fi \re 25 I have shown the bolste` provided wit stops 113 adapted to be received within vertical ner faces o the columns 115. The stops 113 have a large clearance on each side` and are not designed to contact with the Walls of the guide oove 114 except upon extreme movement gf'ilom the normal position. The spring cap 116 shown in Figure 24 isl designed to be ro'vded with guides, not shown adap tocoact with the columns to Anormally restrain the bolster against any endwise movement exce t such as takes place upon the rollers 11 l In Figures 26 to 28 inclusive, I show the end portion of a ressed steel bolster of a type now in use, t e bolster illustrated differin only from the form now in use in its a aptation to cooperate with .my improved spring` aemb age. The side projections necessary for coo eration with the end springs 118, consist o the ends 119, of

de grooves 114 in the in-I an end casting which is secured to `the end of the main body of the bolster by means of rivets 120.

The construction shown in Figures 29 to 31 is similar to that shown in Figures 26 to 28, except in the following particulars. The end casting shown in Figures 29-to 31 takes the form'of a box which slips over the end of the bolster, and the projecting sides 121 of the end casting are of less vertical depth than the bolster and the central part of the casting, thereby providing higher seats beneath the bolster for the end springs than for the central group of springs. As .clearly appears in Figure 29, the side walls of the bolster 122 are brought closer together at 124 at the end of the bolster in order to afford clearance for the end springs 123.

I claim as my invention:

.1. In a structure of the class described, a side-frame, a spring plank supported on said side-frame, an assemblage of springs comprising intermediate springs resting on said spring plank andend. springs resting on-said side-frame outside of said spring plank, the intermediate springs adjacent to said end springs being oii'set from the straight line between the centers of said end springs, said spring plank being recessed opposite said end springs and said end springs'extending into the recesses so formed.

2. In a structure of the class described, a side-frame, a spring plank supported on said side-frame, an assemblage of springs comprising intermediate springs resting on said sprin plank and end springs resting onsaid si e-frame outside of said spring plank, the intermediate springs adjacent to said end springs being offset from the straight line between the centers of said end springs, said spring plank being recessed opposite said end springs and said end springs extending into the recesses so formed, the central part of said tension member upon which said spring plank rests being at a lower level than the adjacent parts upon which said end springs rest.

, 3. In a structure of the class described, a side-frame having an upper compression member, a lower tension member and columns, the upper surface of said tension member between said columns forming a springv seat having end sections at a higher level than the intermediate section, said end sections having projections extending into said intermediate section, a spring plank supported on said intermediate section and provided with recesses to receive said projections, an assemblage of springs comprising 'lower tension members, a spring 4. In a railway car truck, side-frames each comprising upper compression and plank rest-- ing upon the central part of said tension members and connecting said side-frames an assemblage of springs, a spring cap and bolster, said assemblage of springs resting in part upon said sprin plank and in part upon said tension mem er outside of said springplank, said spring cap overlying said assemblage of springs, and rollers between said spring cap and bolster.

5. In a railway car truck, side-frames each comprising an upper compression member and a lower tension member, the upper surface of the central part of said tension member forming a spring seat having an intermediate section at a lower level than the adjoiningend sections, said end sections having projections extending into said intermediate section, a spring plank of substantially the width of 'and resting on said intermediate section of said spring seat, said spring plank having recesses into which said pro]ections on the end sections of said spring seat extend, and a bolster having a central section overlying said spring plank and having transverse, projections everlying said end sections of said spring seat, and an assemblage of springs comprising intermediate springs resting on said spring plank beneath the central section of the bolster and end springs resting on the elevated end.' sections of the spring seat beneath said projections on thebolster.

In witness whereof, I hereunto subscribe my name this 12th 'day of Ma A. D. 1922.

GEORGE SCOT CHILES. 

